MODULAR PARKING SYSTEMS WITH TILTING RAMPED TRAYS

BACKGROUND

1. Field of the Invention

The present invention relates to the field of garaging systems. More particularly, the present invention relates to garaging systems that make efficient use of available space to park vehicles.

2. Background and Relevant Art

Garage structures are often utilized to keep automobiles clean and isolated from the weather. Originally, garages were located away from dwellings. However, today garages are attached to housing structures to allow people to both park their vehicles and move items from the vehicles to the dwelling while being protected from adverse weather conditions. Garages today function to house all sorts of vehicles including cars, boats, all terrain vehicles, and recreational vehicles.

While the specific dimensions of garage structures vary according to the geographic region in which they are utilized, or the use to which they are applied, a typical two car garage covers 484 square feet while a 3 car garage covers 800 square feet. The above mentioned garages, while requiring a significant portion of the square footage of a typical building lot, still can only house two or three vehicles. Where the lot on which a garage is being built is large and inexpensive, traditional garaging systems often present little impediment to successful completion of a building project. However, where space is limited, building codes present challenges to accommodating a house and parking structure particularly where the parking structure is adapted to accommodate multiple vehicles. Additionally, where land is expensive, adding a three-car or larger garage to a home can require much planning and expense.

Commercial garaging systems are adapted to maximize the number of vehicles that can be parked in a parking area. This is due to the fact that commercial garaging systems are typically located in commercial and urban areas where land is particularly valuable. Multi-level parking structures have been developed to maximize the use of the land. Multi-level parking structures utilize straight or circular ramps to move vehicles from one level to another. However, multi-level garages require massive structures and are expensive to build. Additionally, the ramps of multi-level parking structures prevent much of the square footage from being used to park vehicles.

One approach that has been utilized to maximize the square footage in residential and commercial parking structures is the use of lifts. A typical lift apparatus allows a vehicle to be lifted to a height sufficient to park another vehicle underneath. In using lifts to add additional parking space, an independent lift is required for each additional parking spot. Not only can the addition of lifts become expensive, but retrieving a vehicle parked on the lift can become inefficient as the vehicle parked beneath the lift must be moved before the vehicle on the lift can be accessed. Thus, half of all the vehicles parked using a lift apparatus cannot be accessed without first moving another vehicle.

BRIEF SUMMARY

This Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

As described herein, a parking garage sub-module includes at least one parking pod, the parking pod including a first column, a second column, and a third column. Each parking pod includes a plurality of parking slots, wherein each of the first column, the second column and the third column each include a plurality of parking slots and wherein each slot includes at least on tilting platform associated therewith. Further, at least one of the parking slots associated with the second column includes at least one transfer slot, the transfer slot including at least one transfer platform configured to move first and second ends between raised and lowered positions to exchange trays between adjacent parking slots and to shift trays parallel to an axis about which the transfer platform rotates to move between the raised and lowered positions.

These and other features of the present invention will become more fully apparent from the following description and appended claims, or may be learned by the practice of the invention as set forth hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to describe the manner in which the above-recited and other advantages and features of the invention can be obtained, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:

FIG. 1 illustrates a plan view of a parking system according to one example;

FIG. 2 illustrates an elevation view of a parking module according to one example;

FIG. 3A is an elevation view of a entry/retrieval sub-module according to one example;

FIG. 3B is an elevation view of an entry/retrieval sub-module according to one example;

FIG. 3C is a detail view of the entry/retrieval sub-module of FIG. 3B according to one example;

FIGS. 4A-4D illustrate an elevation view and a top view of the tray drive mechanism 400 according to one example;

FIGS. 5A and 5B illustrate a tray configured to interact with the tray drive mechanism and with a tray drive mechanism according to one example;

FIG. 6A-6E illustrate a platform with a side-transfer mechanism according to one example;

FIG. 7 illustrates one motive input for tilting platforms according to one example;

FIGS. 8A and 8B illustrate a parking system according to one example; and

FIG. 9 illustrates an entry/retrieval sub-module that includes a plurality of stacked parking pods according to one example.

DETAILED DESCRIPTION

A parking system is provided herein that includes a plurality of parking modules. Each parking module includes several sub-modules. For example, one parking module includes a central entry/retrieval sub-module and one or more storage sub-modules. Each sub-module in turn may include at least one parking pod. The parking pods may be stackable or stacked. In at least one example, a vehicle is configured to be loaded onto a tray. Thereafter, the tray may be distributed between parking slots within each of the sub-modules.

More specifically, several of the slots, such as each of the slots, may include tilting platforms associated therewith. The tilting platforms may be configured to be tilted to form ramps to allow the tray to be transferred between adjacent slots. In at least one example described in more detail below, tilting of the trays may allow the parking system to make efficient use of space and resources. In particular, such a configuration may increase parking density for a given area. In at least one example, such a system may provide for over 400 cars on an acre compared to approximately 70 cars for a standard parking system for the same area.

Further, the configuration described below may rapidly move cars between a loading port and storage slots. More specifically, most vehicles may be moved between the loading port and storage slots in four movements or less and all of the vehicles may be moved between the loading port and storage slots in less than five moves. Additionally, such a configuration may provide protection against such things as vandalism, theft, carbon monoxide build up, safety to parking tenants as well as protection against severe weather or climates. Further, such a configuration may allow for the automation of vehicle parking and retrieval.

FIG. 1 illustrates a plan view of a parking system 100 according to one example. The parking system 100 includes parking modules 110a-l which receive, store, and retrieve at least one vehicle 120. A coordinate system is illustrated in FIG. 1 with an origin at the lower left corner of the modular parking system 100 and in which the positive x-axis and positive y-axis are as indicated.

Each slot within each module may be assigned an arbitrary value of one, such that each discrete integer value within the parking system represents a single parking slot, regardless of size. Accordingly, FIG. 1 illustrates a view of the x-y plane in the coordinate system. The coordinate system has been adopted for ease of reference only and should not be construed to limit the application of the modular parking system 100 to the selected coordinate system.

Each of the parking modules 110a-l may be a generally self-contained parking system having the ability to receive, store, and retrieve vehicles independently. The parking modules 110a-l may thus be aggregated to form the parking system 100. The independent configuration of the parking modules 110a-l may allow a designer to readily design highly-efficient parking systems to provide the desired amount of parking while maximizing the use of space. As introduced, the parking modules 110a-l may be substantially similar. Accordingly, for ease of reference a single parking module, parking module 110a will be discussed. The discussion of parking module 110a may also be applicable to the other parking modules 110b-l.

FIG. 2 is an elevation view of illustrating a parking module 110a in more detail in the x-z plane according to the coordinate system introduced in FIG. 1. The parking module 110a includes a central entry/retrieval sub-module 200 as well as one or more storage sub-modules 210, 220 located adjacent each central entry/retrieval sub-module 200.

By way of introduction, each of the slots discussed below is numbered to reflect their location within the coordinate system. Slots may generally be referred to as parking slots. Parking slots include storage slots, transfer slots, and access slots as described below. The number of each slot is with regard to each ordered position of each slot relative to the corresponding axis rather than to a displacement location. For example, the z-value of each slot assigned by counting the position of the slot from the origin. Each slot may include a platform that tilts to receive and support a vehicle. One or more of the slots may also be configured to tilt to interact with other slots. Further, each sub-module includes at least one transfer slot.

As used herein, a transfer slot will be broadly understood to mean a slot that includes mechanisms and structures that include a platform that tilts relative to at least a first axis to move at least a first end of the platform between at least a raised position and a lowered position. The platform is configured to receive and support a tray. The tray is configured to support a vehicle. The structure and mechanism associated with the slot are further configured to receive the tray and to drive the tray laterally in a direction generally perpendicular to the first axis. Any suitable mechanism may be used to transfer the slot. In at least one example described below, the lateral drive may be accomplished with chain mechanisms and hooks. In other examples, linear actuators such as solenoids, cylinders, pistons, or other devices may be used to provide the lateral drive. Further, any type of actuators may be used to provide the lateral shift. Similarly, while tilting about a single axis is described, it will be appreciate that tilting about any number of axes may be performed using any combination of forces.

FIG. 3A is an elevation view of a y-z plane according to the coordinate system which illustrates the entry/retrieval sub-module 200 in more detail. The y-z plane illustrated may have a constant x-value of two, consistent with the location of the entry/retrieval sub-module 200. The y-values of the parking slots vary between one and three.

The entry/retrieval sub-module 200 includes slots designated for ease of reference as storage slots, access slots, and transfer slots arranged within rows and columns as illustrated. In at least one example, the storage slots include slots (2, 3, 1), (2, 3, 2), (2, 3, 3), (2, 3, 4), (2, 2, 3), (2, 2, 5), (2, 1, 1), and (2, 1, 4) as well as optional storage slot (2, 2, 1). The access slots may include lower and upper first access slots (2, 1, 2), (2, 1, 3) respectively while the transfer slots may include upper and lower transfer slots (2, 2, 2), and (2, 2, 4) respectively. In at least one example, the access slots (2, 1, 2), (2, 1, 3) may be reserved within the entry/retrieval sub-module 200 for distribution and retrieval of the trays to the entry/retrieval sub-module 200. FIG. 3A also illustrates that each module may in turn include two parking pods 30, 32. Each parking pod 30, 32 may represent an individual, discrete unit that may be individually fabricated and joined together to form parking sub-modules, which in turn may be aggregated to form a parking module. The parking modules may also be created in any manner.

In the illustrated example, parking pod 30 includes access slot (2, 1, 2), storage slots (2, 1, 1), (2, 2, 3), (2, 3, 1), and (2, 3, 2); and transfer slot (2, 2, 2). Similarly, parking pod 30 includes access slot (2, 1, 3), storage slots (2, 1, 4), (2, 2, 5), (2, 3, 3), and (2, 3, 4); and transfer slot (2, 2, 4). As previously introduced, parking pods 30, 32 may be formed as complete units and joined to form a sub-module. In at least one example, the parking pods 30, 32 may be joined by stacking parking pod 32 on pod 30 and bolting or otherwise fastening the two together at the appropriate points.

In order to enter the parking module 110a (FIG. 1), a vehicle 120 is introduced to a loading port 300. In at least one example, introducing the vehicle 120 to the loading port 300 includes driving the vehicle 120 onto a tray 302. The tray 302 and vehicle 120 are then transferred between slots as described below.

Each slot may have any number of mechanisms and assemblies associated therewith for transferring trays 302 and/or vehicles 120 between adjacent slots. For ease of reference, the mechanisms and assemblies within each slot will be referred to as platforms 303a-m. In at least one example, one or more of the platforms 303a-m include multiple levels, which may allow the platforms 303a-m to distribute trays 302 loaded with vehicles 120 and/or empty trays. Platforms 303a-m are brought to aligned proximity with adjacent platforms to transfer trays.

For ease of reference, aligned proximity will first be discussed in the context of a transfer between upper portions of the platforms, though it will be appreciated that trays may be transferred between upper and lower portions and vice versa. Such situations will be described once the transfer of trays between upper portions has been discussed with respect to transfers within the entry/retrieval sub-module 200 and between the entry/retrieval sub-module 200 and either or both of the storage sub-modules 210, 220 (FIG. 2). Further, the transfer of trays and vehicles within the sub-module will be described in terms of a transfer between slots and alignment between platforms within the slots. It will also be appreciated that the platforms may include fewer or more levels, which may include a single-level platform.

Returning again to the transfer of the vehicle 120 and tray 302 in FIG. 3A, loading port 300 may be tilted while platforms 303b and 303c associated with first access slots (2, 1, 2) or (2, 1, 3) may also be tilted. The tray 302 and vehicle 120 are then transferred from the loading port 300 to the selected first access slot. In at least one example, transfer of a tray between slots may be accomplished by tilting trays into alignment with each other. While a tray and platform configuration is illustrated, the vehicle may be transferred from the loading port 300 to either lower access slot (2, 1, 2) or to upper access slot (2, 1, 3) in any suitable manner. The movement from the loading port 300 to either access slot (2, 1, 2) or (2, 1, 3) may be referred to as a first move.

In at least one example, spacer bars 306 link vertically aligned platforms such that as one tilts the vertically aligned platform above and/or below also tilts. Such a configuration may provide for consistent head clearance. For example, within pod 30, platform 303a may be linked with one or more spacer bar 306 to platform 303b. Similarly, platform 303f may be linked with one or more spacer bar 306 to platform 303g and/or optional platform 303e while platform 303j may be linked by one or more spacer bar 306 to platform 303k. Spacer bars 306 may also link platforms in pod 32 as well as any other number of platforms. Further, spacer bars 306 may also be used to link platforms between pods and/or modules. Spacer bars 306 may be used to link tilting and/or rotation of any number of platforms as desired.

FIG. 3A also illustrates counter weights 308 that may be used to help move or move platforms in adjacent pods into alignment. Accordingly, the counter weights 308 may be used to provide the tilting, to aid in tilting the platforms, or to provide a counter force to the tilting as a backup measure. Counter weights and spacer bars 306 may be used in any or all of the slots, pods, and other structure and constructs described below. Movement of trays and vehicles within the slots will now be described.

Exemplary series of moves for transferring a vehicle to various slots will be described. The series of moves described are for illustration only and other moves and series of moves may be employed as desired. With each move, the platform 303 associated with the moves are tilted into alignment to provide a ramp over which the tray 302 is transferred. The tilting platforms 303a-m and the exchange of trays 302 may allow the parking module 110a (FIG. 1) to rapidly deliver and retrieve the vehicle 120 from any of the slots while using straightforward and reliable movements.

For example, the vehicle 120 may be moved to any of the slots within a parking module 110a in less than five moves and a vehicle may be transferred to many of the slots in four moves of less. Exemplary moves will be discussed in the context of two, three, four, and five moves within the entry/retrieval sub-module 200.

With continuing reference to FIG. 3A, in two moves a tray 302 may be moved from the loading port 300 to either the upper or lower access slots (2, 1, 3) or (2, 1, 2) respectively and from the upper or lower access slots (2, 1, 3) or (2, 1, 2) to storage slot (2, 2, 3).

A second move from upper access slot (2, 1, 3) may also be to upper transfer slot (2, 2, 4) while a second move from the lower access (2, 1, 3) may be to the lower transfer slot (2, 2, 2).

Tray 302 may be moved from the upper or lower transfer slots (2, 2, 4) or (2, 2, 2) to one of six storage slots for storage. In particular, the tray 302 may be transferred from lower transfer slot (2, 2, 2) to any of storage slots (2, 1, 1), (2, 3, 1), or (2, 3, 2). Similarly, the tray 302 may be transferred from upper transfer slot (2, 2, 4) to any of storage slots (2, 1, 4), (2, 3, 4) and (2, 3, 3).

Accordingly, in at least one example a tray 302 may be moved from a loading port to all of the storage slots within three moves except for storage slots (2, 2, 1) and (2, 2, 5). As a fourth move, a tray 302 may be transferred to slot (2, 2, 1) from either slot (2, 3, 1) or (2, 1, 1) while a tray 302 may be transferred to slot (2, 2, 5) from either slot (2, 3, 4) or (2, 1, 4).

In addition to providing for the distribution of vehicles within the entry/retrieval sub-module 200, the parking module 110a is further configured to move the vehicle 120 between the entry sub-module 200 and the storage sub-modules (210, 220). In particular, the upper and lower transfer slots (2, 2, 2), (2, 2, 4) may include platform 303f, 303h that are each configured to move trays 302 parallel to the x-axis in addition to tilting to move vehicles relative to the x-axis.

In at least one example the parking module 110a moves the vehicle 120 to from the entry/retrieval sub-module 200 to either of the storage sub-modules 210, 220 (illustrated in FIG. 2). For ease of reference, the transfer of the vehicle 120 from the entry/retrieval sub-module 200 will be discussed in conjunction with storage module 210. As previously discussed, a second move often results in the tray 302 being located in one of the transfer slots (2, 2, 2), (2, 2, 4). Accordingly, as a third move the tray 302 may be shifted from the transfer slot (2, 2, 2) or (2, 2, 4) in the entry/retrieval sub-module to transfer slot (1, 2, 2) or (1, 2, 4) respectively.

FIG. 3B is an elevation view of the storage sub-module 210. As introduced, a tray 302 may be transferred to the transfer slots (1, 2, 4), (1, 2, 2). A tray 302 may then be distributed from the transfer slots (1, 2, 2) or (1, 2, 4) to storage slots within the storage sub-module 210. More specifically, as a fourth move, a tray 302 may then be transferred from transfer slot (1, 2, 2) to storage slots (1, 1, 1), (1, 1, 2), (1, 3, 1) or (1, 3, 2) or from transfer slot (1, 2, 4) to storage slots (1, 1, 3), (1, 1, 4), (1, 3, 3) or (1, 3, 4). As a result, within four moves a tray 302 may be transferred from loading port 300 (FIG. 3A) to any of the storage slots in the storage sub-module 210 except storage slots (1, 2, 1), (1, 2, 3) and (1, 2, 5).

A tray 302 may be transferred to each of the other storage slots may be accessed with a fifth move. To transfer the tray 302 to storage slot (1, 2, 1) from slots (1, 3, 1) or (1, 1, 1). Similarly, a tray 302 may be transferred to storage slot (1, 2, 3) from storage slots (1, 1, 2), (1, 1, 3), (1, 3, 2) or (1, 3, 3). Additionally, a tray 302 may be transferred to storage slot (1, 2, 5) from storage slots (1, 1, 4) or (1, 3, 4). Accordingly, in five moves or less a tray 302 may be transferred from the loading port 300 (FIG. 3A) to any of the storage sub-modules within the entry/retrieval sub-module 200 and/or the storage sub-module 210.

Storage sub-module 220 (FIG. 2) may be substantially similar to storage sub-module 210, such that a tray 302 may be transferred from the loading port 300 (FIG. 3A) to any of the storage slots in storage sub-module 220 (FIG. 2). Further, a tray 302 may be transferred to several storage slots in a variety of manners. Such a configuration may reduce congestion associated with delivery and retrieving multiple trays from storage sub-modules as multiple trays may be in motion simultaneously.

Turning again to FIG. 3A, a framework supports the platforms 303a-m. In the example illustrated in FIG. 3A, the slots toward the front and the rear of the parking module, which include platforms 303a-d as well as platforms 303j-m are configured to push trays to and pull trays from inner platforms 303e-i. Similar frameworks may be utilized in storage sub-modules 210, 220 (FIG. 2).

The framework illustrated in FIG. 3A includes supports collectively described as vertical supports 305, 310, 315, 320, 325, 330. While shown as single supports, it will be appreciated that each pod 30, 32 includes its own framework that may then be aggregated to form the framework shown and described below. Returning to FIG. 3A, vertical supports 325, 330 according to the present example may be a mirror image of vertical supports 305, 310. Accordingly, for ease of reference vertical supports 305, 310 alone will be discussed in describing various features. Such a discussion may also apply to vertical supports 325, 330, as indicated by the use of the reference numbers to describe similar features on each vertical support.

As illustrated in FIG. 3C, one or more of the platforms 303a-m may include first ends 360a-m and second ends 362a-m. The first ends 360a-m have first pins 364a-m associated therewith and second pins 366a-m are associated with the second ends 362a-m. The first pins 364a-m engage first vertical guide slots 335a-m while the second pins 366a-m engage second vertical guide slots 340a-m. The engagement between the vertical guide slots and pins constrain the movement of the platforms 303a-m, as will now be discussed in more detail.

Inner platforms 303e-i may be configured to tilt about pivots 375 while the outer platforms 303a-d and 303j-m pivot primarily about the outer portions and relative to first ends 360a-d and second ends 362j-m move specifically. In particular, outer platforms 303a-d and 303i-m may be configured to raise and lower the second ends 362a-362d and first ends 360j-m within 335a-335d, 368a-368d and 360j-360m respectively.

The vertical supports 305-330 include vertical guide slots defined therein. For example, the vertical supports 305, 315, and 325 include first vertical guide slots 335a-m while vertical supports 310, 320, and 330 include second vertical guide slots 340a-m. The framework also includes a plurality of trusses 345. These features provide support for the platforms 303a-m and allow the platforms 303a-m to tilt into alignment with adjacent assemblies to exchange trays and/or vehicles. The interaction with the platforms 303a-m will now be discussed in more detail.

In at least one example, platforms 303a-d and 30j-m function in a similar manner. Accordingly, the operation of platforms 303a-d and 303j-m and the corresponding vertical supports and guide slots will now be discussed in more detail with reference to the platform 303b, which is illustrated in more detail in FIG. 3C. As introduced, the first end 360b includes a first pin 364b that engages the first vertical guide slot 335b. The first pin's 364b engagement with the first vertical guide slot 335b constrains the location of the first end 360b relative to the z-axis. Similarly, the second end 362b includes a second pin 366b configured to engage the second guide slot 340b to thereby constrain the location of the second end 362b relative to the z-axis.

The second guide slot 340b may be sized to allow the second end 362b to travel a larger distance than the travel the first guide slot 335b provides for the first end 360b. In particular, the tilt of the platform 303b may be accomplished by pivoting the second end 362b relative to the first end 360b, which may be held in a relatively stationary position. Tilting the platform 303a in such a manner causes the second end 362b to travel a generally arcuate path. However, in the example illustrated in FIG. 3C the second guide slot 340b is generally vertical.

Accordingly, in addition to translating within the first and second vertical guide slots 335b, 340b, the first and second pins 364b, 366b also engage first and second horizontal guide slots 368b, 370b defined in the first and second ends 360b, 362b of the platform 303b. The first and second horizontal guide slots 368b, 370b allow the platform 303b to translate relative to the y-axis as the platform 303b is tilted. In particular, the second horizontal guide slot 370b may allow the second pin 362b to travel horizontally while the second end 362b tracks an arcuate path. As a result, the guide slots in the vertical supports and the multi-level platform cooperate to allow the outer platform to tilt within the stable structure of the framework 304.

The outer platform 303b rotates the second end 362b of the from the rest position shown to raised and lowered positions, shown in dashed lines. For example, the outer platform 303b tilts the second end 362b to the raised position to interact with platform 303g and lowered to interact with platform 303f. If platform 303b is to transfer a vehicle up to platform 303g, the platform 303g is tilted into alignment with the platform 303b, as will now be discussed in more detail.

In particular, the platform 303g may be coupled to a pivot 375 that is secured to the truss 345. Accordingly, the platform 303g may be configured to rotate about the pivot 375 to tilt the first end 360g to an upward position to align with platform 303c or a downward position to align with platform 303b.

As the platform 303g tilts, the first and second pins 364g, 366g are guided by their engagement with the first and second vertical guide slots 335g, 340g and the first and second horizontal guide slots 368g, 370g. The first and second vertical guide slots 335g, 340g associated with platform 303g may be configured to allow first end 360g and second end 362g an equal range of tilting movement as the platform 303g rotates about the pivot 375 as compared to the arrangement described above with reference to platform 303b, in which second end 362g has a larger range of movement than first end 360g.

The range of movement of the first end 360g and the second end 362g allows platform 303g to be aligned to platform 303b and 303c, 303k, and 303l (best seen in FIG. 3A). The alignment of platforms 303b to 303g has been introduced and discussion of this alignment will now continue with reference to the transfer of a vehicle.

As illustrated in FIG. 3C with particular reference to platform 303f, each of the upper level platforms, in this case 303f, may have an upper portion 380f and a lower portion 385f. The upper portion 380f may be configured to receive and transfer an unloaded tray and/or a tray loaded with a vehicle while the lower portion 385f may be configured to receive and transfer an empty tray. The lower portion 385f may receive and/or transfer empty trays even when a tray is loaded with a vehicle on the upper portion 380f. In at least one example, the upper portions 380f of adjacent multi-level platforms are aligned when a vehicle-loaded tray is transferred between adjacent platforms while the lower portions 385f are aligned when empty trays are transferred.

In at least one example, platforms 303a-d and platforms 303j-m include a tray drive mechanism 400, illustrated in FIGS. 4A and 4B. A tray, an example of which is illustrated in more detail in FIGS. 5A and 5B can be configured to interact with the tray drive mechanism 400 and with a tray shift mechanism 600, which is illustrated in more detail in FIG. 6. The tray drive mechanism 400 will be introduced first, followed by a discussed of an exemplary tray 302.

FIGS. 4A and 4B illustrate an elevation view and a top view of the tray drive mechanism 400 according to one example. The tray drive mechanism 400 in the present example includes one or more tray engagement features 405, 407 coupled to one or more drive couplers, such as drive chains 410, 412. The tray engagement features 405, 407 are configured to engage corresponding features in the tray 302.

FIGS. 5A and 5B illustrate a tray 302 in more detail. As illustrated in FIGS. 5A and 5B, the tray 302 includes a first end 505 and a second end 510 as well as first and second sides 512, 514. In at least one example, the first and second ends 505, 510 may be substantially similar. Similarly, the first and second sides 512, 514 may also be substantially similar. Each of the first and second ends 505, 510 may include at least one platform engagement feature 515 configured to be operatively associated with either tray engagement feature 405, tray engagement feature 407, or both. First and second sides 512, 514 may also include platform engagement features 515′.

For ease of reference, platform engagement features 515 will be described as being configured to engagement either of the tray engagement features 405, 407. The platform engagement features 515 may each include a recess 520 define therein and a bar 525 that extends across the recess 520. The bar 525 may be configured to engage the tray engagement features 405, 407 as the engagement features 405, 407 are driven by the drive chains 410, 412.

Turning again to FIGS. 4A and 4B, the drive chains 410, 412 may be driven by a sprocket assembly 415, which in turn is coupled to one or more motive device, such as a drive motor 420. In one example, the sprocket assembly 415 includes one-way sprockets 425, 427 and a drive shaft 429. The drive shaft 429 couples the drive motor 420 to each of the one-way sprockets 425, 427.

The drive motor 420 may be configured to rotate the drive shaft 429 in a first direction as indicated by arrow 435 or in a second direction as indicated by arrow 440. When the drive shaft 429 is driven in the first direction, the drive shaft engages one-way drive sprocket 425 to drive chain 410 while the one-way drive sprocket 427 remains disengaged from the shaft 429. In one example, the one-way drive sprockets 425, 427 may include ratchet-type mechanisms. As the drive chain 410 rotates, tray engagement features 405 move in the direction indication.

In particular, when the drive motor 420 rotates in the direction indicated by arrow 435, the drive shaft 429 engages one-way drive sprocket 427 to move drive chain 412 and tray engagement feature 407 in the direction of arrow 435. Accordingly, the sprocket assembly 415 may allow for the independent movement of the tray engagement features 405, 407 using a single drive motor 420. In addition to providing for movement of tray engagement features 405, 407, the tray drive mechanism 400 may also be configured to move to a desired location.

In particular, the tray drive mechanism 400 may be able to move relative to a multi-level platform, such as platform 303a. For example, the tray drive mechanism 400 may also include a shifting mechanism, such as pistons 434, 432 that are coupled to the platform 303b. The pistons 431, 432 may work in opposite directions, such that piston 431 moves the tray drive mechanism 400 relative to the platform 303b in the first direction 430 and piston 432 moves the tray drive mechanism 400 in the second direction 435 relative to the platform 303b.

A similar mechanism is illustrated in FIGS. 4C and 4D. In particular, FIGS. 4C and 4D illustrate a lateral drive mechanism 400′ associated with platform 303f. The lateral drive mechanism 400′ is configured to shift the tray between adjacent sub-modules, such as between an entry/retrieval sub-module 200 (best seen in FIG. 2) and an adjacent module, such as one of the storage sub-modules 210, 220 (FIG. 2). Such slots are illustrated in FIG. 3A as slots 2, 2, 2 and 2, 2, 4.

Returning again to FIG. 4C, the lateral drive mechanism 400′ may include drive chains 410′, 412′ may be driven by a sprocket assembly 415′, which in turn is coupled to one or more motive device, such as a drive motor. In one example, the sprocket assembly may include one-way sprockets and a drive shaft to drive tray engagement features 405′, 407′ in a similar manner as described above with reference to tray drive mechanism 400 and FIGS. 4A and 4B.

The tray 302 may also include one or more mechanism for maintaining a vehicle in position on the tray 302. In particular, in at least one example, the tray 302 may include one or more tire block mechanism 545 as illustrated in FIG. 5A. The tire block mechanism 545 includes blocking arms 550 that are configured to move between positions in which tires of a vehicle are able to roll over the blocking arms 550 to a position that reduces the possibility that the vehicle can roll over the block arms 550.

In FIG. 5B, the tray 302 is loaded onto platform 303f. Further, the second end 362b of platform 303b and the first end 360f of platform 303f are shown in alignment. As illustrated in FIG. 5B, the tray drive mechanism 400 may be moved between the positions illustrated in solid lines and dashed lines via the pistons 431, 432 (FIGS. 4A and 4B). In particular, the engagement feature 405 may engage the bar 525 as the tray engagement feature 405 is driven in the direction 430. As the tray drive mechanism 400 drives the engagement feature 405 further in the direction 430, the tray 302 is drawn onto platform 303b.

In particular, each of the upper portion 380a-m and lower portion 385a-m include upper guide rail assemblies 530a-m and lower guide rail assemblies 535a-m. In the example in FIG. 5B upper guide rail assembly 530b is illustrated as being aligned with upper guide rail assembly 530f. When brought into aligned proximity, the upper guide rail assemblies 530b, 530f provide a constrained pathway between platforms 303b and 303f to facilitate the transfer of the tray 302.

In particular, as illustrated in FIG. 5B, the tray 302 may include casters 540. The casters 540 engage the upper guide rail assemblies 530b, 530f to allow the tray 302 to move in a guided and controlled manner between the slots within each sub-module as well as between sub-modules. As previously discussed, in at least one example the tray drive mechanism 400 is configured to move the tray 302 between platform 303b and platform 303f.

Any suitable mechanism or processes may be used to move the blocking arms 550 between the two positions described above. The use of a tire block mechanisms 545, may further secure a vehicle in position on a tray 302 while the tray is distributed within the system 100.

FIGS. 6A and 6B illustrate platform 303f in more detail. In at least one example, the upper guide rail assembly 530f and the lower guide rail assembly 535f may function in a similar manner with respect to the exchange of trays 302, except that upper guide rail assembly 530f may be configured to exchange trays 302 that are loaded with a vehicle. Accordingly, for ease of reference, the upper guide rail assembly 530f will be described while the principles of operation of the upper guide rail assembly 530f may be applied to the lower guide rail assembly 535.

In one example, the upper and lower guide rail assemblies 530f, 535f may be formed of substantially similar components. In other examples, the upper and lower guide rail assemblies 530f, 535f may include differently configured components. In still other examples, a single guide rail assembly may be used. For ease of reference, substantially similar components will be described. Such as components may include a stationary rail 600 and rotating rails 605, 610. The components may also include other components, that include, but are not limited to, caster that allow z-directional platform movement.

The rotating rails 605, 610 may be configured to rotate about rail pivots 615 from a first position illustrated in solid lines to a second position illustrated in dashed lines. While the rotating rails 605, 610 are in the first position, the upper guide rail assembly 320f may allow trays to be drawn to other platforms or to receive trays from other platforms.

When a tray is received from another platform within the same sub-module, the tray 302 may be pushed to a position in which the casters 540 are aligned with the rail pivots 615. Such a position may be a position in which the swivel rollers 540 are substantially above the rail pivots 540.

The rotating rails 605, 610 may then be rotated about the rail pivots 615 to the position illustrated with the dotted lines. Rotating rails located in an adjacent slot of an adjacent sub-module may also be similarly rotated to be brought into aligned proximity with the rotating rails 605, 610. With the rotating rails 605, 610 thus aligned, the tray 302 may be pushed from the platform 303f to a corresponding platform in the adjacent sub-module. Accordingly, the transfer platform 303f is configured to tilt the first end 360f and the second end 362f between a raised and lowered positions as well as to transfer trays and vehicles as well as to shift trays and vehicles laterally.

In at least one example, one or both of the storage sub-module 210, 220, may be substantially similar to the entry/retrieval sub-module. Accordingly, once a vehicle is transferred to the storage sub-module 210, 220, the vehicle may be distributed within the storage sub-module 210, 220 in a similar manner as described above with reference to the entry/exit sub-sub-module 200.

Accordingly, upper and lower guide rail assemblies 530f, 535f may be configured to transfer a tray between sub-modules. As previously introduced, slots 2, 2, 2 and slots 2, 2, 4, which include upper and lower guide rail assemblies 530f, 535f and upper and lower guide rail assemblies 530h, 535h, may each be transfer slots. Accordingly, upper and lower guide rail assemblies 530f, 535f and 530h, 535h may function in a similar manner.

In at least one example, one or more of the rest of the upper and/or lower guide rail assemblies may be substantially continuous. In addition, the platform configuration may allow for the transfer of loaded and unloaded trays rapidly. As previously introduced, the upper guide rail assemblies 530a-m have been described as being brought into aligned proximity to transfer within the entry/exit sub-module 200 and between the entry/exit sub-module 200 and storage In particular, in the example illustrated, the rotating rails 605, 610 on the lower guide rail assembly 530f may be moved into alignment with adjacent lower guide rail assembly of adjacent slots to allow for the transfer of empty trays between the slots.

Further, lower guide rail assemblies 535a-m may be raised and brought into alignment with adjacent upper guide rail assemblies 535a-m or vice versa to allow for the transfer of trays between slots.

The transfer of a vehicle 120 between slot 2, 2, 2 and slot 1, 2, 2 is illustrated in more detail FIGS. 6C-6E. As illustrated in FIG. 6C, the lateral drive mechanisms 400′ transfer the vehicle 120 and tray 302 through engagement between the tray engagement features 405′, 407′ and the platform engagement features 515′. Further, as illustrated in FIGS. 6C-6E, the lateral drive mechanisms 400′ may simultaneously shift a tray from adjacent top portions 380 and another tray 302 in the opposite direction between lower portions 385. Other simultaneous shifting operations may also be performed as desired.

To this point, tilting of the platforms has been described generally. FIG. 7 illustrates one motive input for tilting platforms. In particular, piston 700a is operatively associated with first end 360a of platform 303a while piston 705a is operatively associated with second end 362a. The pistons 700a, 705a move the platform 303a into alignment with adjacent platforms. In particular, pistons 700a, 705a may move platform 303a into alignment with platform 303e, illustrated in solid lines, and with platform 303f, shown in dashed lines.

The pistons 700a, 705a may be anchored or secured to any stable location. In one example, the pistons 700a, 705a may be anchored to the framework 304, such to a ground portion and/or to first and second vertical supports 305, 310 respectively. Similarly, platforms 303e, 303f may include pistons 700e, 700f and 705e, 705f (not shown) that tilt the platforms 303e, 303f to their desired positions to align upper and/or lower portions 380a, 385a and 380f, 385f respectively.

Piston 700a includes a boom that may be moved between at least a lowered position and a raised position. Piston 705a includes a boom that may be moved between at least a lowered position and several raised positions. The extended positions may include, a lowered down position, a raised down position intermediate or neutral position, a lowered up position, and a raised up position. Pistons 700e, 700f, 705e, 705f may be configured to move between raised and lowered positions. As will now be described in more detail, the pistons may cooperate to provide alignment between upper portions and/or lower portions of the platforms.

For example, in the position illustrated in solid lines piston 700a may be in a raised position while piston 705a may be in a lowered down position. In such a position, upper portion 380a may be aligned with an upper portion 380e of platform 303e. In such a position, piston 700e may be in a raised position. While the upper portion 380a, 380e are aligned, lower portions 385a, 385e may also be aligned.

Platform 303a may also be tilted to bring upper portion 380a into alignment with upper portion 380f of platform 303f. In particular, piston 700a may remain in a lowered position while allowing first pin 364a to pivot as piston 705a is raised to a lowered up position which moves the second end 362a to the position illustrated in dashed lines. Piston 700f is in a lowered position, which as illustrated brings the upper portions 380a, 380f into alignment.

In addition to providing for alignment between adjacent upper portions 380a, 380f and lower portions 385a, 385f, lower portion 385a may also be brought into alignment with upper portion 380f. In particular, piston 700a may be moved to a raised position and piston 705a may be moved to a raised up position. The result of raising both pistons 700a, 705a may be to move the entire platform vertically as first and second pins 364a, 366a move within first and second vertical guide slots 335a, 340a respectively. Accordingly, platform 303a may be raised and lowered as desired to align either the upper or lower portions 380a, 385a to an upper portion 380f of platform 303f.

Similarly, the platforms best seen in FIG. 3C, which include platforms 303b-d and 303j-m, may be raised and lowered to align upper or lower portions 380b-d, 380j-m, 385b-d, 385j-m with upper portions 380e-i of platforms 303e-i. Accordingly, in addition to providing for alignment between upper and lower portions, the present system is also configured to align upper portions of platforms. Although multi-level platforms are discussed, as previously discussed other platform configurations are possible in which one or more of the platforms tilt in both directions in addition to shifting trays laterally. Further, tilting and tilting/shifting trays may be utilized in several parking system configurations, in addition to that illustrated in FIG. 1.

For example, FIG. 8A illustrates a plan view of a parking system 100′ according to one example. Parking system 100′ includes several parking modules 110a′-110d′ as well as an entry/exit system 800. Each of the parking modules 110a′-110d′ may function similarly to parking module 110a, described above with reference to FIG. 2. Accordingly, the parking modules 110a′-110d′ each include a plurality of transfer slots. A similar coordinate system may be used to describe the transfer of trays and/or vehicles between slots.

In the example illustrated in FIG. 8A, each of the parking modules 110a′-110d′ may include substantially similar parking sub-modules 205′. Parking modules 100c′, 110d′ may in turn be operatively associated with a distribution sub-module 805. Parking modules 110a′, 110b′ may be operatively associated with a distribution sub-module 810. FIG. 8B illustrates a partial cross sectional view of the parking system along section 8B.

For ease of reference, a similar coordinate system will be described in which the slots associated with parking module 110d′ will be assigned negative values while parking slots associated with parking module 110a′ will be assigned positive values. Distribution sub-module 805 will be described as an entry column while distribution sub-module 810 will be described as an exit column. It will be appreciated that various configurations may be utilized in parking systems.

For example, a parking system may include a group of parking modules 110a′, 110b′ on one side with a single distribution sub-module 810. A parking system may also include a group of parking modules 110a′, 110b′ and distribution sub-modules 805, 810. Further, a parking system may include distribution columns 805, 810 and parking modules 110a′-110d′. In addition, any number of parking modules and individual sub-modules may be aggregated to form a parking system.

A tier is formed that include two sub-modules 205 as well as an entry sub-module 820 and an exit sub-module 825. In the example illustrated an additional tier may serve as a distribution tier. The tiers may be repeated as many times as desired. Turning again briefly to FIG. 8A, a vehicle entering the parking system 100′ may first be directed to a loading area 830. In the example illustrated, the loading area 830 includes a plurality of transfer platforms that are configured to support trays and to move the trays in the direction indicated. For ease of illustration, the trays will be omitted.

Once a vehicle has been loaded onto a tray, the tray is then moved into the entry column 820a tray/vehicle enters slot (1, −0, 3). The tray is then shifted to slot (2, −0, 3). Turning now to FIG. 8B, Slot (2, −0, 3) may be a transfer-type slot that includes a transfer-platform. Accordingly, slot (1, −0, 3) may be configured to tilt such that first and second ends of the platform are each able to move between raised and lowered positions and to exchange trays, loaded or unloaded, between slots, such as between slots (1, −1, 3), (1, −1, 4). While in an un-tilted position, the tray may be transferred to other adjacent slots. For example, the tray may be transferred from (2, −0, 3) to slot (2, 0, 3) or slot (3, 0, 3). In particular, a shifting platform associated with the slot may transfer the tray to the (2, 0, 3) slot by aligning the rails parallel to the y-axis. Such an alignment may be a default configuration for the shifting platform as described above.

In such a configuration, the shifting platform may transfer a tray from slot (2, −0, 3) to slot (3, 0, −3) by rotating the rails of each of the transfer platforms associated with the slot into alignment. Such an alignment may correspond to rotating the rails from being parallel to the y-axis to a position in which the rails are parallel to the x-axis. Once the rails are aligned, a tray may then be transferred between the slots. In at least one example, the rails may be aligned parallel to the x-axis to thereby allow rapid transfer of the trays to a desired location within the entry and exit sub-modules 805, 810.

Further, the rails may be aligned as desired to move trays and/or vehicles between transfer slots in adjacent tiers. Accordingly, transfer trays may be utilized to distribute trays to selected sub-modules. In at least one example, central sub-modules of each of the parking modules may function as entry/retrieval sub-modules as described in previous examples. In other examples, each of the sub-modules may function in a similar manner. Regardless of the aggregation of sub-modules and modules, the use of transfer trays facilitates the flexible distribution and retrieval of vehicles within the parking system. Slots may be aggregated or combined in any manner without departing from the scope of the present disclosure.

Continuing now with reference to FIGS. 8A and 8B, the transfer of trays within parking system 100′ will be described. As previously introduced, a vehicle may be introduced to the parking system 100′ by way of the entry sub-module 805. A vehicle entering the sub-module may then be moved to a desired location along the x-axis by transferring the tray between transfer slots that have the corresponding rails rotated to facilitate a shift-type transfer. In at least one example, such movement may include moving initially to central sub-modules within each parking module. Accordingly, in at least one example the central sub-modules may serve as entry/exit sub-modules as described above. In such examples, once introduced to the entry/exit sub-modules the trays may be distributed and retrieved within the sub-module as described above.

In addition to distributing and retrieving trays within the sub-modules, the tray may be transferred between modules by shifting the trays as described above. For example, a vehicle may be moved between modules 110c′ and 110d′ by shifting the trays between adjacent transfer platforms. Such a configuration may provide for flexibility in moving trays to desired locations for distribution or storage and thus provide additional pathways for the transfer of trays. Providing additional pathways may reduce congestion or waiting that may occur when a selected pathway is occupied as another pathway may be selected to distribute or retrieve the tray. When a tray is retrieved, a pathway may be selected to move the tray the exit sub-module 810. The exit-sub-module 810 may then shift the tray out to be unloaded.

FIG. 9 illustrates an entry/retrieval sub-module 200′ that may be similar to the parking sub-module 200 illustrated in FIG. 2 but that does not include slot (2, 2, 1). In the illustrated example, the entry/retrieval sub-module 200′ may include a plurality of individual parking pods 30, 32. Parking pod 30 may include slots (2, 1, 1), (2, 1, 2), (2, 2, 2), (2, 2, 3), (1, 3, 1) and (1, 3, 2) and the associated platforms. Similarly, parking pod 32 may include slots (1, 1, 3), (1, 1, 4), (1, 2, 4), (1, 2, 5), (1, 3, 3), and (1, 3, 4) and the associated platforms. The same number for components within the parking sub-module 200′ have been similarly labeled to emphasize that the platforms and associated structure may be used in a similar manner to transfer the tray 302 between adjacent platforms and to shift the tray from transfer slots (2, 2, 2) and (2, 2, 4) to adjacent columns. Adjacent columns may also be formed using a parking pod configuration. Accordingly, in at least one example the parking pod configuration may serve as a basic unit that may be repeated and combined any number of times to provide the functionality described above.

In such an example, trays 302, loaded and unloaded, may be transferred to one of the parking pods 30, 32 and then to slots within the selected pod. For example, a tray 302 may be transferred from the loading port 300 to the parking pod 30 by way of slot (2, 1, 2) while tray 302 may be transferred from loading port 300 to pod 32 by way of slot (2, 1, 3). From there, tray 302 may be transferred to either of the transfer slots (2, 2, 2) or (2, 2, 4) and then to either adjacent parking sub-modules 210, 220 (FIG. 2) or other slots within the parking pods 30, 32. As introduced, the parking sub-modules 210, 220 may also be similar configured to include individual parking pods 30, 32. The parking pods 30, 32 may be formed with integral frame work or may share a frame work such as illustrated in FIGS. 3A-3C. Accordingly, the parking pod arrangement described above may be an organization construct or may be a discrete, physical construction. Regardless, designated parking pods may be configured to distribute the trays to slots within the same pods parallel to the z-axis through tilting or between adjacent pods from transfer slots parallel to the x-axis through shifting. The movement may also be performed between pods as desired through tilting and movement parallel to z-axis. Further, parking pods may be combined with other structures or configurations described herein and/or may be used interchangeable. The dimensions illustrated in the various examples are provided by way of reference only and are not necessarily to scale.

Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claimed subject matter.

The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.

MODULAR PARKING SYSTEMS WITH TILTING RAMPED TRAYS

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CPC

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